Air-brake mechanism.



l S. H. ELLIOTT. AIR BRAKE MECHANISM.

APPLICATION FILED oT. 6. I9I7.

Patented Aug. 27, 19l8.

Allo@ IH: Nom-s persas cn.. Puamvuw'a., wnsmnarou, u. c.

SAMUEL H. ELLIOTT, O ROANOKE, VIRGINIA.

' AIR-BRAKE ME CHANISM.

Specification cf Letters Patent.

Patented A110'. 27, 1918.

Application led October 6, 1917'. Serial No. 195,059.

To all @a1/0m t may concern:

Be it known that I, SAMUEL H. ELLIOTT, a citizen ot' the United States, residing at Roanoke, in the county of Roanoke and State of Virginia, have invented certain new and useful Improvements in Air-Brake ldechanisms, of which the following is a specification.

rhe present invention relates to automatic air brakes` for railway cars and the object thereof is to provide improved means for venting or exhausting the brake cylinder when it is desired to release the brakes. lVith such object in view the invention consists of the formation, combination and arrangement of parts as will be herein described and claimed.

In the drawings, Figure 1 is a front elevational view of the apparatus of my invention, l*l ig. 2 a vertical section of the same taken substantially on the line 2 2 of Fig. 8, and Fig. 3 is a side elevational view of the same. In Fig. 1 the device is shown with, the front removed for clearness.

N one of the elements making up the automatic air brake equipment are shown in the drawings as these are well known and need nd detailed description. It will be briefly sta-ted, however, thatiny improvements are intended for use with that class of air brakes where the train pipe carries the supply of compressed air from the compressor, ordinarily located upon the locomotive. Each car carries an auxiliary reservoir, a triple valve, a brake cylinder, and usually a pressure retaining valve. The train line feeds air through the triple valve to the auxiliary reservoir. Upon a reduction of pressure in the train line the triple valve shifts to close ott communication between the train line and the auxiliary reservoir and at the same time connects the auxiliary reservoir with the brake cylinder', thereby applying the rake. l/Vhen the pressure is again raised in the train line the triple shifts back to allow recharging 0f the auxiliary reservoir and also opens a vent from the brake cylinder to the atmosphere, through the retaining valve if such be used.

It is a fact of common knowledge that triples frequently stick and fail to exhaust the brake cylinder and release the brake as desired, resultingin troublesome dragging of brakes. It is to correct this feature that the present invention is directed.

Referring now to the drawings, the presl venient part of theI mechanism.

ent embodiment of my device includes a case 1 having' therein a Bourdon pressureindicating tube the pipe connection G being employed to connect the same with the regular train line so that the tube 5 will be actuated by train line pressure. This tube 5, through the links G, 7 and 8, and the gear lever 9 actuates gear pinion 10, the gear lever 9 being pivoted at 11 to a conl The gear pinion'lO is secured to a shaft 12 which carries also an arm or valve lever 13.

Secured within the case Ll by means of the 'screws 29 is the body 111 of my control valve,

vThe channel or port 20 passes through the dividing wall 18 and connects the two compartments.

lNithin the compartment 15 the upper surface of the wall 18 is formed as a seat Afor the sliding valve member 21, this latter having a groove or port 22 extending in the direc'- tion of its travel and arranged to at all times overlie and communicate with the upper end of the port 20. A hole 23 extends from this groove through the'valve member and is iitted at its upper extremity with a small pin valve 24. The pin valve has a limited movement within the valve member 21 for opening the hole 23 to allow communication between the two compartments but when the pin 25 in the valve stem engages the outer end of the slot 26 in the valve member 21, any further movement of the pin valve will carry with it the entire valve member 21. Likewise after seating any further movement in that direction will carry the entire member with it. The spring 27 is provided to hold the valve member 21 to its seat. The link 28 connects the outer end of the stem of the pin valve with the lever 13.

rfhe operation of my device when coupled up to the air brake parts as heretofore described is as follows:

As long as normal pressure remains in the train line the pin valve will be unseated, it standing with the pin 25 at the outer end of the slot 26. Vhen a reduction in train line pressure is made to apply the brake the contraction of ythe Bourdon tube will cause the pin valve to move to the right to seat the valve and prevent communication between the two compartments and consequently between the brake cylinder and the atmosphere. W7 hen the train line pressure is again built up the expansion of the tube will cause the pin valve to shift to the left, unseat-ing the pin valve and venting the brake cylinder, `the air leaking 0E around the stem of the pin valve.

The elongated channel 22 allows my apparatus to he used with any desired train line pressure without altering` or adjusting the device in any manner. ln this way a car se equipped may be coupled in to any train and it automatically shifts to a position corresponding to the pressure carried.

l have thus described an embodiment of my invention. Other embodiments are possible within the scope of the appended claims without departing from the spirit thereof.

vl/That l claim is:

l. In an automatic fluid pressure brake system, means in addition to the triple valve for controlling the exhaust of air from the brake cylinder comprising an additional connection from the brake cylinder tothe atmosphere having a valve therein, said valve having a body with two compartments, and a dividing wall, the lirst of said compartments being in cons tant communication with the brake cylinder and the second in communication with the atmosphere, a port in the dividing wall adapted to connect the two compartments, a movable member mounted upon the dividing wall and having an elongated port communicating with the port in the dividing wall at various positions of its travel, a valve within the movable member adapted to establish or prevent communication between the port thereof and one of the said compartments and means actuated respectively by increases or decreases of pressure in the train line for opening or closing the valve.

Q. In an automatic iiuid pressure brake system, means in addition to the triple valve for controlling the exhaust of air from the brake cylinder comprising an additional connection from the brake cylinder to the atmosphere having a valve therein, said valve having a body with two compartments, and a dividing wall, the rst of said compartments being in constant communication with the brake cylinder and the second in communication with the atmosphere, a port in the dividing wall adapted to connect the two compartments, a movable member mounted upon the dividing wall and having an elongated port communicating with the port in the dividing wall at various positions of its travel, a valve within the movable member adapted to establish or pr vent vcommunication between the port thereof and one of the said compartn'ients, means actuated respectively by increases or decreases of pressure in the train line for opening or closing the valve, the attachment of the valve to the movable member being so arranged that a slight variation of pressure in the train line will open or close the valve and that further changes in pressure will shift the movable member upon the dividing wall.

ln testimony whereof l aHiX my signature.

SAMUEL H. ELLIOTT.

Copies of this patent may 'ne obtained for five cents each, by addressing the Commissioner of Patents,

aaningtcn, E. S. 

